Train operation adjusting method, device, equipment, medium and program product

Abstract

The invention relates to the technical field of urban rail transit, and provides a train operation adjusting method, device and equipment, a medium and a program product, and the method comprises the steps: determining a to-be-adjusted train and initial operation parameters of the to-be-adjusted train under the condition that any train deviates from a train timetable for operation; the initial operation parameters are adjusted with the goal of increasing the overlapping duration of any two-way traction train and braking train in the power supply partition under the condition that the operation conditions are met, and operation adjustment parameters are obtained; and the operation adjustment parameters are sent to an automatic train monitoring system (ATS), so that the ATS controls the train to be adjusted to operate based on the operation adjustment parameters. According to the train operation adjusting method, device and equipment, the medium and the program product, on the premise that the train meets the operation requirement, the utilization rate of regenerative braking energy is increased, and the comprehensive energy consumption of the train is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of urban rail transit, and in particular to a train operation adjustment method, device, equipment, medium and program product. Background Art

[0002] Punctual operation is an important indicator to measure the quality of subway operation. The punctual operation of the subway is mainly implemented and guaranteed by the Automatic Train Supervision (ATS) system.

[0003] When a train deviates from the train schedule, the train automatic monitoring system starts the automatic adjustment function according to the configuration, realizes automatic adjustment of the deviated train, and reduces the deviation between the actual operation diagram and the planned diagram. However, in order to resume operation as quickly as possible during the adjustment process, the maximum adjustment method is usually adopted, such as adopting the highest operation level or reducing the stop time when delayed. However, adopting the highest operation level increases energy consumption, and reducing the stop time reduces the passenger experience, resulting in high energy consumption or reduced passenger experience due to operational adjustments. Summary of the invention

[0004] The present invention provides a train operation adjustment method, device, equipment, medium and program product, which are used to solve the defect of high energy consumption in the train adjustment process in the prior art.

[0005] The present invention provides a train operation adjustment method, comprising: In the case that any train deviates from the train schedule, determining the train to be adjusted and the initial operating parameters of the train to be adjusted; With the goal of increasing the overlapping time of any bidirectional traction train and brake train in the power supply section under the condition of satisfying the operation, the initial operation parameters are adjusted to obtain operation adjustment parameters; the traction train refers to the train to be adjusted which is in the outbound traction state at the current moment, and the brake train refers to the train to be adjusted which is in the inbound braking state at the current moment; The operation adjustment parameters are sent to an automatic train monitoring system ATS, so that the automatic train monitoring system ATS controls the train to be adjusted to operate based on the operation adjustment parameters.

[0006] According to the train operation adjustment method provided by the present invention, the initial operation parameters are adjusted to obtain the operation adjustment parameters with the goal of increasing the overlap time of any bidirectional traction train and brake train in the power supply section under the condition of satisfying the operation conditions, including: With the goal of increasing the overlapping time of any bidirectional traction train and brake train in the power supply section under the operating conditions and reducing the increase in the current total operation energy consumption of the train to be adjusted, the last operation parameter is adjusted to obtain the current operation adjustment parameter, and the current total operation energy consumption of the train to be adjusted is determined based on the current operation adjustment parameter; The current operation adjustment parameters are used as the previous operation parameters, and parameter adjustment and energy consumption determination are performed until the current total operation energy consumption is minimized, or the iteration termination condition is reached, and the first operation parameters are the initial operation parameters, which include the arrival time and departure time of the train at each station, and the interval operation time of the train in each operation interval; The last operation adjustment parameter is used as the operation adjustment parameter.

[0007] According to the train operation adjustment method provided by the present invention, the last operation parameter is adjusted to obtain the current operation adjustment parameter with the goal of increasing the overlapping time of any bidirectional traction train and brake train in the power supply section under the operating conditions and reducing the current total operation energy consumption of the train to be adjusted, including: Determine the operation constraints of the train to be adjusted according to the operating conditions, wherein the operation constraints include the train departure time constraint, the running interval constraint, the stop time constraint of each station, and the operation time constraint of each section; Based on the current operation adjustment parameters, the operation constraints and a pre-constructed optimization model, the current operation adjustment parameters are solved; wherein the objective function of the optimization model is determined based on the current total operation energy consumption of the train to be adjusted.

[0008] According to the train operation adjustment method provided by the present invention, the objective function of the optimization model is:

[0009] In the formula, is the total running energy consumption of the train, is the total number of train trips, is the train running direction, =0 means uplink, =1 means downlink, For operation service period, , for Direction Trains in The traction of the time period, for Direction Trains in The speed of the time period, is the power supply partition number, for Direction Trains in The operating energy consumption at each moment, Indicates Trains at time t Is it located in the power supply area? p Inside, for Direction Trains in The regenerative braking energy generated by time, It is the regenerative braking energy conversion efficiency.

[0010] According to the train operation adjustment method provided by the present invention,

[0011] The expression of the running constraint includes:

[0012] In the formula, is the running time of the upward interval, is the minimum running time of the uplink interval, is the maximum operating time of the uplink interval, is the running time of the downward interval, is the minimum running time of the downlink interval, is the maximum running time of the downlink interval, The total running time of the upstream route is The minimum running time of the entire upstream route. The maximum operating time of the entire upstream route. The total running time of the upstream route is The minimum running time of the entire upstream route. The maximum operating time of the entire upstream route. for Direction The departure time of the train number, for Direction The departure time of the train number, For the opening interval, is the departure time of the first train, The time for starting the operation service. is the departure time of the down train. is the running time of the uplink route, It is the running time of the downlink route.

[0013] According to the train operation adjustment method provided by the present invention,

[0014] The initial operation parameters are adjusted to obtain the operation adjustment parameters with the goal of increasing the overlap time of any bidirectional traction train and brake train in the power supply section under the condition of satisfying the operation conditions, including: In case of train delays, the time required for the train to be adjusted is dispersed and adjusted to multiple sections before the terminal station; in case of trains being early or needing to stop and wait, the section operation level is reduced to increase the section operation time, and the intermediate stage operation parameters that meet the operation conditions are obtained; With the goal of increasing the overlapping time of any bidirectional traction train and braking train in the power supply section, the arrival time and departure time of each train in the intermediate stage operation parameters are adjusted to obtain the operation adjustment parameters.

[0015] The present invention also provides a train operation adjustment device, comprising: A determination unit, used for determining the train to be adjusted and the initial operation parameters of the train to be adjusted when any train in the train timetable deviates from the train timetable, wherein the initial operation parameters include the arrival time and departure time of the train at each station, and the interval operation time of the train in each operation interval; An adjustment unit, configured to adjust the initial operation parameters to obtain operation adjustment parameters with the goal of increasing the overlap time of any bidirectional traction train and brake train in the power supply section under the condition of satisfying the operation conditions; The sending unit is used to send the operation adjustment parameters to an automatic train monitoring system ATS, so that the automatic train monitoring system ATS controls the train to be adjusted to run based on the operation adjustment parameters.

[0016] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, any of the train operation adjustment methods described above is implemented.

[0017] The present invention also provides a non-transitory computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the train operation adjustment method described in any one of the above methods is implemented.

[0018] The present invention also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the train operation adjustment method as described above is implemented.

[0019] The train operation adjustment method, device, equipment, medium and program product provided by the present invention adjust the initial operation parameters of the train to be adjusted with the goal of increasing the overlapping time of any bidirectional traction train and braking train in the power supply section under the conditions of satisfying the operation, thereby obtaining the adjusted operation adjustment parameters, so as to improve the utilization rate of regenerative braking energy and reduce the comprehensive energy consumption of the train under the premise of meeting the operation requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0021] Figure 1 It is one of the flow charts of the train operation adjustment method provided by the present invention.

[0022] Figure 2 It is a schematic diagram before the operating parameters provided by the present invention are adjusted.

[0023] Figure 3 It is a schematic diagram after the operating parameters provided by the present invention are adjusted.

[0024] Figure 4 This is the second flow chart of the train operation adjustment method provided by the present invention.

[0025] Figure 5 It is a structural schematic diagram of the train operation adjustment device provided by the present invention.

[0026] Figure 6 It is a structural schematic diagram of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0027] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0028] The on-time operation of the subway is mainly implemented and guaranteed by the automatic train monitoring system ATS. On the one hand, the ATS system strictly follows the timetable plan to control the on-time operation of the train. On the other hand, subway trains may be interfered by many external factors during operation, such as equipment failure, excessive passenger flow, speed limits between stations, and line conditions between stations, which may cause the train to deviate from the established timetable. Therefore, the ATS system is required to automatically adjust the operation. Automatic Train Regulation (ATR), as an important function of the ATS system, provides automatic adjustment for trains that deviate from the timetable. Through ATR, trains can be automatically adjusted within a certain range to ensure that the train runs as much as possible according to the established planned timetable and meet the requirements of punctual train operation. Therefore, the ATR system plays an extremely important role in ensuring the safe and punctual operation of subway trains.

[0029] In the current rail transit operation process, when making timetable plans, the optimal speed curve is generally considered for the inter-station operation of trains, so as to achieve the best energy consumption to meet the operational efficiency and requirements. The ATS system directs the operation of trains according to the generated timetable, thereby achieving the function of meeting the operational indicators and energy-saving indicators.

[0030] However, when abnormal circumstances cause deviations from the schedule, the train automatic monitoring system starts the automatic adjustment function according to the configuration, realizes automatic adjustment of the deviated train, and reduces the deviation between the actual operation diagram and the planned diagram. However, during the adjustment process, energy consumption indicators are no longer considered, so there may be a situation where energy consumption is high due to operational adjustments. Usually, during the adjustment process, the maximum adjustment method is adopted to resume operation as quickly as possible. For example, when the train is delayed, the highest operation level is adopted, which increases energy consumption while reducing the passenger experience due to the reduction of stop time.

[0031] In view of the problem of high energy consumption during the train adjustment process in the related technology, in order to reduce energy consumption, an embodiment of the present invention proposes a method for automatic adjustment of train operation. When adjusting the initial operation parameters of the train to be adjusted, the goal is to increase the overlapping time of any traction train and braking train in both directions within the power supply section while satisfying the operating conditions, thereby obtaining the operation adjustment parameters; wherein the traction train refers to the train to be adjusted that is in the outbound traction state at the current moment, and the braking train refers to the train to be adjusted that is in the inbound braking state at the current moment; the operation adjustment parameters are then sent to the train automatic monitoring system ATS, so that the train automatic monitoring system ATS controls the train to be adjusted to operate based on the operation adjustment parameters. In this method, the adjusted operation adjustment parameters can not only meet the operating conditions, but also increase the overlapping time of any traction train and braking train in both directions within the power supply section, thereby improving the utilization rate of the regenerative braking energy of the braking train, and further reducing the comprehensive energy consumption of the train operation.

[0032] Based on the above-mentioned inventive concept, the present invention provides a train operation adjustment method, device, equipment, medium and program product, which can be applied to automatic train operation adjustment scenarios in urban rail transit technology, such as equipment failure, excessive passenger flow, speed limit between stations and line conditions between stations, which cause the train to deviate from the established timetable, so as to provide a more energy-saving train operation adjustment plan.

[0033] The technical solution of the present invention will be described in detail below with reference to the accompanying drawings. Figure 1 This is one of the flow charts of the train operation adjustment method provided by the present invention. The execution subject of each step in the method can be a train operation adjustment device, which can be implemented by software and / or hardware. The device can be integrated in an electronic device, which can be a terminal device (such as a smart phone, a personal computer, etc.), or a server (such as a local server or a cloud server, or a server cluster, etc.), or a processor, or a chip, etc. Figure 1 As shown, the method comprises the following steps: Step 110, when any train deviates from the train schedule, determine the train to be adjusted and the initial operating parameters of the train to be adjusted.

[0034] Specifically, under normal circumstances, trains on operating lines run according to a pre-established train schedule, and a train schedule refers to the schedule of trains involved in the operating line, wherein the trains involved usually include multiple trains. However, when an abnormal situation causes any train to deviate from the schedule, such as equipment failure, excessive passenger flow, speed limit between stations, and line conditions between stations, etc., which cause the train to deviate from the established schedule, it is first necessary to determine the train to be adjusted. The train to be adjusted here is the train whose operating parameters need to be adjusted. The train to be adjusted refers to a train that deviates from the train schedule and a train whose operating time is affected, including a train that departs after the train. For example, for all trains on Metro Line 1, when Train A deviates from the schedule, the train to be adjusted is Train A and the train whose departure time is after Train A.

[0035] The initial operating parameters of the train to be adjusted may specifically include the departure time of the train, the arrival time at each station, the exit time, the interval operation time of the train in each operating interval, the interval operation level, etc.

[0036] Step 120, with the goal of increasing the overlapping time of any bidirectional traction train and brake train in the power supply section under the condition of satisfying the operation conditions, the initial operation parameters are adjusted to obtain operation adjustment parameters; the traction train refers to the train to be adjusted that is in the outbound traction state at the current moment, and the brake train refers to the train to be adjusted that is in the inbound braking state at the current moment; Step 130: Send the operation adjustment parameters to the automatic train monitoring system ATS, so that the automatic train monitoring system ATS controls the train to be adjusted to run based on the operation adjustment parameters.

[0037] Specifically, the goal of the automatic adjustment of train operation in the embodiment of the present invention is to reduce energy consumption while meeting operating conditions. In order to reduce energy consumption, in addition to reducing the operating energy consumption of a single train, the utilization rate of the train's regenerative braking energy can also be improved in a multi-vehicle environment. The regenerative braking process of the train refers to the conversion of the train's braking energy into electrical energy and feeding it back to the contact network. When a train in the same power supply section is in traction mode, the regenerative braking energy of the braking train is transferred from the contact network to the traction train for recycling; otherwise, this part of the energy can only be consumed in the resistor through heat generation.

[0038] Here, the traction train refers to the train to be adjusted which is in the outbound traction state at the current moment, and the braking train refers to the train to be adjusted which is in the inbound braking state at the current moment.

[0039] The division of power supply zones is usually based on the geographical location of the railway line, the layout of power facilities and the train operation requirements. Each power supply zone has independent power supply equipment and control systems to ensure that the train can obtain stable and reliable power supply during operation. For example, a power supply zone can include one station section or multiple station sections. The braking regenerative energy generated by the braking train in a power supply zone can be converted into the use of the traction train at the same time.

[0040] Therefore, increasing the overlap time of any bidirectional traction train and brake train in the power supply section can improve the utilization rate of train regenerative braking energy in a multi-car environment. For example, before the adjustment, the overlap time of the traction train and the brake train was 1 minute, at which time the utilization rate of the train regenerative braking energy was 10%; after the adjustment, the overlap time of the traction train and the brake train was 3 minutes, at which time the utilization rate of the train regenerative braking energy was 30%, thereby reducing the comprehensive energy consumption of the power supply section and achieving energy-saving effects.

[0041] In order to increase the overlapping time of any traction trains and braking trains in both directions within the power supply section, it can be achieved by adjusting the initial operating parameters of the trains to be adjusted, such as adjusting the running time of each train in each operating interval, the arrival time and departure time of each train at each station, and thereby obtaining the adjusted operating parameters, namely the operating adjustment parameters.

[0042] In some embodiments, Figure 2 is a schematic diagram before the operating parameters provided by the present invention are adjusted, Figure 3 Schematic diagram of the operating parameters after adjustment provided by the present invention. Figure 2As shown in the figure, the horizontal axis represents time, the vertical axis represents the position of the train, and the purple broken line represents the operation diagram of Train 1. Train 1 departs from Station C at t10, arrives at Station B at t11, stops at Station B for (t12-t11), departs from Station B at t12, and arrives at Station C at t13. The red broken line represents the operation diagram of Train 2. Train 2 departs from Station A, arrives at Station B at t20, stops at Station B for (t21-t20), departs from Station B at t21, and arrives at Station C at t22. Train 2 returns from Station C at t23.

[0043] Train 1 arrives at station B at time t11, when train 1 is a braking train; train 2 departs from station B at time t21, when train 2 is a traction train. The braking process of train 1 entering the station and the traction process of train 2 leaving the station do not overlap in time, resulting in the regenerative braking energy generated by train 1 when it stops at station B not being effectively utilized.

[0044] Continue to see Figure 2 , Train 1 arrives at Station A at t13, at which time Train 1 is a braking train; Train 2 turns back from Station C at t23, at which time Train 2 is a traction train. Station A and Station C belong to the same power supply section, that is, the braking regeneration energy generated by the braking train at a certain moment in the power supply section can be converted into the traction train at the same moment. However, the braking process of Train 1 entering the station and the traction process of Train 2 leaving the station do not overlap in time, resulting in the ineffective use of the regenerative braking energy of Train 1.

[0045] like Figure 3 As shown in the figure, the purple dotted line represents the operation diagram of Train 1 before optimization, and the purple solid line represents the operation diagram of Train 1 after optimization. After the train schedule optimization, the departure time of Train 1 from Station C is delayed from t10 to t10'. Correspondingly, the arrival time of Train 1 at Station B changes from t11 to t11', and the arrival time at Station A changes from t13 to t13'. The operation schedule of Train 2 remains unchanged.

[0046] from Figure 3 It can be seen that after optimization, Train 1 arrives at Station B at t11', when Train 1 is a braking train; Train 2 departs from Station B at t21, when Train 2 is a traction train. The braking process of Train 1 entering the station and the traction process of Train 2 leaving the station overlap in time, so the regenerative braking energy generated by Train 1 at Station B can be converted into traction for Train 2 leaving Station B, thereby reducing the total energy consumption of the power supply section.

[0047] Continue to see Figure 3, Train 1 arrives at Station A at t13', at which time Train 1 is a braking train; Train 2 returns from Station C at t23, at which time Train 2 is a traction train. Station A and Station C belong to the same power supply section, and the entry braking process of Train 1 and the exit traction process of Train 2 overlap in time. Therefore, the regenerative braking energy generated by Train 1 at Station A can be converted into the exit traction of Train 2 at Station C, thereby reducing the total energy consumption of the power supply section.

[0048] Through the above adjustment, the adjusted parameters, namely the operation adjustment parameters, can be obtained. The operation adjustment parameters are then sent to the train automatic monitoring system ATS, so that the train automatic monitoring system ATS controls the train to be adjusted to run based on the operation adjustment parameters, so as to ensure that the train meets the operating conditions to improve the utilization rate of regenerative braking energy, thereby reducing the comprehensive energy consumption of the train.

[0049] The method provided by the embodiment of the present invention adjusts the initial operating parameters of the train to be adjusted with the goal of increasing the overlapping time of any bidirectional traction train and braking train in the power supply section under the conditions of satisfying the operating conditions, thereby obtaining the adjusted operating adjustment parameters, thereby achieving the improvement of the utilization rate of regenerative braking energy and the reduction of the comprehensive energy consumption of the train under the premise of satisfying the operating requirements.

[0050] Based on any of the above embodiments, step 120 specifically includes: Step 121, with the goal of increasing the overlapping time of any bidirectional traction train and brake train in the power supply partition under the operating conditions and reducing the current total operation energy consumption of the train to be adjusted, the previous operation parameters are adjusted to obtain the current operation adjustment parameters, and the current total operation energy consumption of the train to be adjusted is determined based on the current operation adjustment parameters; Step 122, taking the current operation adjustment parameters as the previous operation parameters, performing parameter adjustment and energy consumption determination until the current total operation energy consumption is minimized, or the iteration termination condition is reached, and the first operation parameters are the initial operation parameters; Step 123: Use the last operation adjustment parameter as the operation adjustment parameter.

[0051] Specifically, the initial operation parameters are adjusted to obtain the operation adjustment parameters, which can be implemented by a loop iteration method. The initial operation parameters here include the arrival time and departure time of the train at each station, and the interval operation time of the train in each operation interval.

[0052] The operating section refers to the section between a station (or line station) and another station (or line station) that the train will pass through on the line operation diagram. The operating section usually refers to the section between two adjacent stations, which can be called the inter-station section.

[0053] The adjustment of interval running time can be achieved by adjusting the speed curve of the train running in a single section, such as reducing the acceleration and deceleration time and increasing the uniform speed running time, thereby reducing the interval running time. This needs to be done under the premise of ensuring the safety of train operation and the comfort of passengers.

[0054] At the same time, under the premise of ensuring the normal boarding and alighting of passengers, the arrival and departure times of trains at each station can be appropriately adjusted, that is, the length of stops can be adjusted.

[0055] During the first adjustment, the initial operating parameters are adjusted to obtain the second operating adjustment parameters with the goal of increasing the overlapping time of any traction trains and braking trains in both directions within the power supply section while meeting the operating conditions, and reducing the first total operating energy consumption of the train to be adjusted.

[0056] Then, based on the second operation adjustment parameters, the second operation parameters are adjusted to obtain the third operation adjustment parameters with the goal of increasing the overlap time of any bidirectional traction train and brake train in the power supply partition under the operating conditions and reducing the second total operation energy consumption of the train to be adjusted. This is repeated until the current total operation energy consumption is minimized or the iteration termination condition (such as reaching the number of iterations) is reached, and the last operation adjustment parameters are used as the final operation adjustment parameters.

[0057] The acquisition of adjustment parameters for the current run can be achieved through the pre-built optimization model. Specifically, it includes: According to the operating conditions, the operation constraints of the trains to be adjusted are determined. The operation constraints include the train departure time constraints, the running interval constraints, the stop time constraints at each station, and the operation time constraints of each section; Based on the current operation adjustment parameters, operation constraints and a pre-built optimization model, the current operation adjustment parameters are solved and obtained; wherein the objective function of the optimization model is determined based on the current total operation energy consumption of the train to be adjusted.

[0058] Specifically, in order to obtain the current operation adjustment parameters, an optimization model can be pre-built. The optimization variables of the model include the departure time of the train and the interval operation time. The objective function of the optimization model is determined based on the current total operation energy consumption of the train to be adjusted, and the optimization target can be to minimize the total operation energy consumption of the train. Among them, the total operation energy consumption of the train is determined based on the traction energy consumption of the traction train and the regenerative braking energy of the braking train. According to the parameters such as the running speed, traction, and resistance of the train in each operation interval, the traction energy consumption of the train in each operation interval is calculated. When the train is in the braking process, part of the kinetic energy is converted into electrical energy through regenerative braking technology. This part of the electrical energy can be absorbed and utilized by other trains, thereby reducing the total operation energy consumption. According to the parameters such as the speed and braking force of the train during braking, the regenerative braking energy of the train in each interval is calculated.

[0059] Operation constraints are to meet the operating conditions (such as the departure interval of each train, the arrival time of each station, the transfer time, etc.). The operation constraints of the train to be adjusted can be determined according to the operation conditions, where the operation constraints include the train departure time constraint, the running interval constraint, the stop time constraint of each station, and the operation time constraint of each section.

[0060] 1) Train departure time constraints. The departure time of the departure train also needs to be within a certain time range, which is usually determined based on factors such as operation plan, transfer demand, and passenger travel habits. The earliest and latest allowed departure times of the departure train can be set, and subsequent trains depart at fixed intervals.

[0061] 2) Interval constraints. In order to ensure driving safety and operational efficiency, the interval between trains needs to meet certain constraints. The train interval can be set according to passenger flow demand and full load rate control standards.

[0062] 3) Stop time constraints at each station. The factors affecting the stop time constraints at each station include but are not limited to passenger flow, train operation demand, station operation requirements, and safety considerations. At stations with large passenger flow, in order to ensure that passengers can get on and off the train in full and reduce detention, the stop time is usually appropriately increased. Each station can set a minimum and maximum stop time.

[0063] 4) Running time constraints for each section. The running time of train sections should be within a certain range to adapt to the line conditions and running speeds of different sections. The running time of each section should be within a reasonable range, which depends on the line conditions of the section (such as slope, curve radius, speed limit, etc.) and train performance. The minimum and maximum allowed running time can be set for each section.

[0064] Based on the current operation adjustment parameters, operation constraints and pre-built optimization model, solve the current operation adjustment parameters. Collect necessary information such as train operation data, line data, station data, etc. Use the collected data as model input, including parameters such as the length, speed limit, slope, curve radius, etc. of each section. Use mathematical programming methods (such as linear programming, nonlinear programming, etc.) or heuristic algorithms (such as genetic algorithms, particle swarm algorithms, etc.) to solve the optimization model. Through iterative calculation, find the optimal solution that meets the constraints. Preferably, the pre-built optimization model can be solved by genetic algorithm to obtain the final operation adjustment parameters.

[0065] Finally, the operation adjustment parameters are output, including train departure time, section operation duration and other information.

[0066] Take a subway line as an example. Assume that the line has 5 sections, and the length, speed limit and other parameters of each section are known. By solving the optimization model, the optimized train schedule is as follows: Train A: The departure time is 06:00, and the running time for each section is 3 minutes, 4 minutes, 5 minutes, 4 minutes and 3 minutes respectively.

[0067] Train B: Departs immediately after Train A, with a departure interval of 2 minutes. The running time in each section is the same as that of Train A.

[0068] According to the optimized train timetable, it is estimated that the total energy consumption of the train is lower than before the optimization, achieving the goal of energy saving and consumption reduction.

[0069] In some embodiments, the objective function of the optimization model is:

[0070] In the formula, is the total running energy consumption of the train, is the total number of train trips, is the train running direction, =0 means uplink, =1 means downlink, For operation service period, , for Direction Trains in The traction of the time period, for Direction Trains in The speed of the time period, is the power supply partition number, for Direction Trains in The operating energy consumption at each moment, Indicates Trains at time t Is it located in the power supply area? p Inside, for Direction Trains in The regenerative braking energy generated by time, It is the regenerative braking energy conversion efficiency.

[0071] The expressions for running constraints include:

[0072] In the formula, is the running time of the upward interval, is the minimum running time of the uplink interval, is the maximum operating time of the uplink interval, is the running time of the downward interval, is the minimum running time of the downlink interval, is the maximum running time of the downlink interval, The total running time of the upstream route is The minimum running time of the entire upstream route. The maximum operating time of the entire upstream route. The total running time of the upstream route is The minimum running time of the entire upstream route. The maximum operating time of the entire upstream route. for Direction The departure time of the train number, for Direction The departure time of the train number, For the opening interval, is the departure time of the first train, The time for starting the operation service. is the departure time of the down train. is the running time of the uplink route, It is the running time of the downlink route.

[0073] Based on any of the above embodiments, Figure 4 FIG. 2 is a flow chart of the train operation adjustment method provided by the present invention. Figure 4 As shown in the figure, with the goal of increasing the overlapping time of any bidirectional traction train and brake train in the power supply zone under the operating conditions, the initial operation parameters are adjusted to obtain the operation adjustment parameters, which specifically include: Step 124, in case of train delay, the time required for the train to be adjusted is dispersed and adjusted to multiple sections before the terminal station; in case of train early or needing to stop and wait, the section operation level is reduced to increase the section operation time, and the intermediate stage operation parameters that meet the operation conditions are obtained; Step 125, with the goal of increasing the overlapping time of any bidirectional traction train and brake train in the power supply section, adjust the arrival time and departure time of each train in the intermediate stage operation parameters to obtain the operation adjustment parameters.

[0074] Specifically, with respect to the adjustment of the initial operating parameters, the interval operating time can be adjusted first to meet the operating conditions, and on this basis, the arrival and departure times of each train at each station can be adjusted to improve the utilization rate of regenerative braking energy.

[0075] Adjusting the interval running time to meet the operating conditions can be achieved through step 124. In the case of train delays, it is necessary to first determine the cause of the train delay, such as the delay of the previous train, equipment failure, and increased stop time due to large passenger flow. According to the delay time and the subsequent operation plan, calculate the time required for adjustment. Distribute the time required for adjustment to multiple intervals before the terminal station, rather than adjusting it in a certain interval at one time. This can reduce the impact on passengers and reduce train speeding or other safety risks that may be caused by centralized adjustments.

[0076] For example, if the train needs to add an extra 5 minutes of running time, the 5 minutes can be spread over the next 3 sections, with each section adding about 1-2 minutes. The train schedule is updated according to the adjusted section running time to obtain the intermediate stage train schedule.

[0077] When the train needs to stop and wait, analyze the reasons that cause the train to stop and wait, such as signal waiting, other trains occupying the track, etc. Increase the running time of the section by reducing the running speed or running level of the train (such as adjusting from high-speed running to medium-speed running).

[0078] For example, a train that originally ran at the highest speed in a certain section can now be reduced to a second-high speed or medium speed to increase the running time. Before reducing the operating level, it is necessary to evaluate the impact of this operation on subsequent train operation and passenger comfort. According to the running time of the section after the running level is reduced, the operating parameters are updated to obtain the intermediate stage operating parameters that meet the operating conditions.

[0079] On this basis, step 125 is executed to adjust the arrival time and departure time of each train in the intermediate stage operation parameters.

[0080] First, it is necessary to understand the current distribution of traction trains and brake trains in the power supply section. By optimizing the train departure interval and running time, the overlap time of any traction trains and brake trains in both directions in the power supply section can be increased.

[0081] For example, the train departure interval can be adjusted so that a traction train and a braking train run simultaneously in a power supply section, thereby increasing the overlap time.

[0082] After adjusting the train schedule, it is necessary to evaluate the impact of this change on the utilization of train regenerative energy to ensure that the total operating energy consumption can be effectively reduced. If the evaluation results show that the energy-saving effect is not obvious, steps 124-125 can be repeated to continue optimizing the train operating parameters until a satisfactory energy-saving effect is achieved. According to the final optimization results, the train operating parameters are updated to obtain the final optimized operating adjustment parameters.

[0083] The method provided by the embodiment of the present invention, through a decentralized adjustment algorithm, realizes that the time required for adjustment is dispersed to multiple intervals before the terminal station, so as to realize a small adjustment in each interval, avoid the operation level with a large adjustment range, and realize the reduction of the total energy consumption of the adjustment; in the case of early or equal intervals where the train needs to stop and wait, priority is given to increasing the interval operation time and reducing the operation level to achieve energy reduction and improve passenger experience. In practice, 5 operation levels can be set, and each level achieves the adjustment purpose by adjusting the traction speed and duration, weighing the interval operation duration and idling; on this basis, by calculating the discrete intervals one by one, adjusting the overlapping time of any bidirectional traction train and braking train in the power supply partition, and realizing the utilization of regenerative braking energy to a greater extent.

[0084] The method provided in the embodiment of the present invention proposes the energy-saving problem of the automatic adjustment process of urban rail transit when it deviates from the timetable from the perspective of improving the utilization rate of regenerative braking energy to reduce the comprehensive energy consumption of the train. By considering the constraints such as the interval operation time, the total operation time of the route, and the running interval, through the interval operation time allocation strategy, and the regenerative braking energy utilization strategy of the train in the power supply zone that reasonably arranges the train stop time and the departure time, a dynamic urban rail transit train operation parameter adjustment optimization model is established. This method can reduce energy consumption and improve passenger satisfaction.

[0085] 1) Reduce energy consumption

[0086] For transportation vehicles such as subways and light rails that require frequent starting and braking, the recovery of braking energy has great potential. The feedback energy generated by vehicle regenerative braking is generally 30% or even more of the traction energy. After optimization, the proportion of this regenerative energy absorbed and utilized by other adjacent trains can be increased by 20%.

[0087] Using an existing line in operation, 27 trains running between 29 stations were simulated, and the energy saving effect of the proposed method when delays occurred was estimated. The results show that the average energy saving effect of each train is about 10% to 20% when the running time increases by less than 5%, and the energy saving effect of the entire power supply section is about 5.8% to 13.6%.

[0088] 2) Improve passenger satisfaction

[0089] By optimizing and adjusting the plan, while saving energy and reducing emissions, the passenger experience is improved and the possibility of passenger complaints is reduced by avoiding and reducing the waiting time of passengers in sections and on platforms and avoiding large acceleration and deceleration.

[0090] The train operation adjustment device provided by the present invention is described below. The train operation adjustment device described below and the train operation adjustment method described above can be referenced to each other.

[0091] Based on any of the above embodiments, Figure 5 Schematic diagram of the structure of the train operation adjustment device provided by the present invention. Figure 5 As shown, the device comprises: The determination unit 510 is used to determine the train to be adjusted and the initial operation parameters of the train to be adjusted when any train deviates from the train schedule, and the initial operation parameters include the arrival time and departure time of the train at each station, and the interval operation time of the train in each operation interval; An adjustment unit 520 is used to adjust the initial operation parameters to obtain operation adjustment parameters with the goal of increasing the overlap time of any bidirectional traction train and brake train in the power supply section under the condition of satisfying the operation conditions; The sending unit 530 is used to send the operation adjustment parameters to an automatic train monitoring system ATS, so that the automatic train monitoring system ATS controls the train to be adjusted to run based on the operation adjustment parameters.

[0092] The device provided by the embodiment of the present invention adjusts the initial operating parameters of the train to be adjusted with the goal of increasing the overlapping time of any bidirectional traction train and braking train in the power supply section under the conditions of satisfying the operating conditions, thereby obtaining the adjusted operating adjustment parameters, thereby achieving the improvement of the utilization rate of regenerative braking energy and the reduction of the comprehensive energy consumption of the train under the premise of satisfying the operating requirements.

[0093] Based on any of the above embodiments, the adjustment unit is specifically used for: With the goal of increasing the overlapping time of any bidirectional traction train and brake train in the power supply section under the operating conditions and reducing the current total operation energy consumption of the train to be adjusted, the last operation parameter is adjusted to obtain the current operation adjustment parameter, and the current total operation energy consumption of the train to be adjusted is determined based on the current operation adjustment parameter; The current operation adjustment parameters are used as the previous operation parameters, and parameter adjustment and energy consumption determination are performed until the current total operation energy consumption is minimized, or the iteration termination condition is reached, and the first operation parameters are the initial operation parameters, which include the arrival time and departure time of the train at each station, and the interval operation time of the train in each operation interval; The last operation adjustment parameter is used as the operation adjustment parameter.

[0094] Based on any of the above embodiments, the adjustment unit is specifically used for: Determine the operation constraints of the train to be adjusted according to the operating conditions, wherein the operation constraints include the train departure time constraint, the running interval constraint, the stop time constraint of each station, and the operation time constraint of each section; Based on the current operation adjustment parameters, the operation constraints and a pre-constructed optimization model, the current operation adjustment parameters are solved; wherein the objective function of the optimization model is determined based on the current total operation energy consumption of the train to be adjusted.

[0095] Based on any of the above embodiments, the objective function of the optimization model is:

[0096] In the formula, is the total running energy consumption of the train, is the total number of train trips, is the train running direction, =0 means uplink, =1 means downlink, For operation service period, , for Direction Trains in The traction of the time period, for Direction Trains in The speed of the time period, is the power supply partition number, for Direction Trains in The operating energy consumption at each moment, Indicates Trains at time t Is it located in the power supply area? p Inside, for Direction Trains in The regenerative braking energy generated by time, It is the regenerative braking energy conversion efficiency.

[0097] Based on any of the above embodiments, the expression of the operation constraint includes:

[0098] In the formula, is the running time of the upward interval, is the minimum running time of the uplink interval, is the maximum operating time of the uplink interval, is the running time of the downward interval, is the minimum running time of the downlink interval, is the maximum running time of the downlink interval, The total running time of the upstream route is The minimum running time of the entire upstream route. The maximum operating time of the entire upstream route. The total running time of the upstream route is The minimum running time of the entire upstream route. The maximum operating time of the entire upstream route. for Direction The departure time of the train number, for Direction The departure time of the train number, For the opening interval, is the departure time of the first train, The time for starting the operation service. is the departure time of the down train. is the running time of the uplink route, It is the running time of the downlink route.

[0099] Based on any of the above embodiments, the adjustment unit is further specifically configured to: In case of train delays, the time required for the train to be adjusted is dispersed and adjusted to multiple sections before the terminal station; in case of trains being early or needing to stop and wait, the section operation level is reduced to increase the section operation time, and the intermediate stage operation parameters that meet the operation conditions are obtained; With the goal of increasing the overlapping time of any bidirectional traction train and braking train in the power supply section, the arrival time and departure time of each train in the intermediate stage operation parameters are adjusted to obtain the operation adjustment parameters.

[0100] Figure 6 An example of a physical structure diagram of an electronic device is shown in FIG. Figure 6As shown, the electronic device may include: a processor 610, a communication interface 620, a memory 630 and a communication bus 640, wherein the processor 610, the communication interface 620 and the memory 630 communicate with each other through the communication bus 640. The processor 610 may call the logic instructions in the memory 630 to execute the train operation adjustment method, which includes: in the case where any train deviates from the train schedule, determining the train to be adjusted and the initial operation parameters of the train to be adjusted; with the goal of increasing the overlapping time of any bidirectional traction train and braking train in the power supply zone under the operating conditions, adjusting the initial operation parameters to obtain the operation adjustment parameters; the traction train refers to the train to be adjusted that is in the outbound traction state at the current moment, and the braking train refers to the train to be adjusted that is in the inbound braking state at the current moment; the operation adjustment parameters are sent to the train automatic monitoring system ATS, so that the train automatic monitoring system ATS controls the train to be adjusted to operate based on the operation adjustment parameters.

[0101] In addition, the logic instructions in the above-mentioned memory 630 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0102] On the other hand, the present invention also provides a computer program product, which includes a computer program. The computer program can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the train operation adjustment method provided by the above methods, which includes: when any train deviates from the train schedule, determine the train to be adjusted and the initial operating parameters of the train to be adjusted; with the goal of increasing the overlapping time of any bidirectional traction train and braking train in the power supply section under the operating conditions, adjust the initial operating parameters to obtain operation adjustment parameters; the traction train refers to the train to be adjusted that is in the outbound traction state at the current moment, and the braking train refers to the train to be adjusted that is in the inbound braking state at the current moment; the operation adjustment parameters are sent to the train automatic monitoring system ATS, so that the train automatic monitoring system ATS controls the train to be adjusted to operate based on the operation adjustment parameters.

[0103] On the other hand, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to execute the train operation adjustment method provided by the above-mentioned methods, the method comprising: in the event that any train deviates from the train schedule, determining the train to be adjusted and the initial operating parameters of the train to be adjusted; adjusting the initial operating parameters to obtain operation adjustment parameters with the goal of increasing the overlapping time of any bidirectional traction train and braking train in the power supply section under the conditions of satisfying the operation; the traction train refers to the train to be adjusted which is in the outbound traction state at the current moment, and the braking train refers to the train to be adjusted which is in the inbound braking state at the current moment; sending the operation adjustment parameters to the train automatic monitoring system ATS, so that the train automatic monitoring system ATS controls the train to be adjusted to operate based on the operation adjustment parameters.

[0104] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0105] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0106] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A train operation adjustment method, characterized in that: include: In the case that any train deviates from the train schedule, determining the train to be adjusted and the initial operating parameters of the train to be adjusted; With the goal of increasing the overlapping time of any bidirectional traction train and brake train in the power supply section under the condition of satisfying the operation, the initial operation parameters are adjusted to obtain operation adjustment parameters; the traction train refers to the train to be adjusted which is in the outbound traction state at the current moment, and the brake train refers to the train to be adjusted which is in the inbound braking state at the current moment; The operation adjustment parameters are sent to an automatic train monitoring system ATS, so that the automatic train monitoring system ATS controls the train to be adjusted to operate based on the operation adjustment parameters.

2. The train operation adjustment method according to claim 1, characterized in that: The initial operation parameters are adjusted to obtain the operation adjustment parameters with the goal of increasing the overlap time of any bidirectional traction train and brake train in the power supply section under the condition of satisfying the operation conditions, including: With the goal of increasing the overlapping time of any bidirectional traction train and brake train in the power supply section under the operating conditions and reducing the current total operation energy consumption of the train to be adjusted, the last operation parameter is adjusted to obtain the current operation adjustment parameter, and the current total operation energy consumption of the train to be adjusted is determined based on the current operation adjustment parameter; The current operation adjustment parameters are used as the previous operation parameters, and parameter adjustment and energy consumption determination are performed until the current total operation energy consumption is minimized, or the iteration termination condition is reached, and the first operation parameters are the initial operation parameters, which include the arrival time and departure time of the train at each station, and the interval operation time of the train in each operation interval; The last operation adjustment parameter is used as the operation adjustment parameter.

3. The train operation adjustment method according to claim 2, characterized in that: The method aims to increase the overlapping time of any bidirectional traction train and brake train in the power supply partition under the operating conditions and reduce the increase in the current total operation energy consumption of the train to be adjusted, and adjust the previous operation parameters to obtain the current operation adjustment parameters, including: Determine the operation constraints of the train to be adjusted according to the operating conditions, wherein the operation constraints include the train departure time constraint, the running interval constraint, the stop time constraint of each station, and the operation time constraint of each section; Based on the current operation adjustment parameters, the operation constraints and a pre-constructed optimization model, the current operation adjustment parameters are solved; wherein the objective function of the optimization model is determined based on the current total operation energy consumption of the train to be adjusted.

4. The train operation adjustment method according to claim 3, characterized in that: The objective function of the optimization model is: In the formula, is the total running energy consumption of the train, is the total number of train trips, is the train running direction, =0 means uplink, =1 means downlink, For operation service period, , for Direction Trains in The traction of the time period, for Direction Trains in The speed of the time period, is the power supply partition number, for Direction Trains in The operating energy consumption at each moment, Indicates Trains at time t Is it located in the power supply area? p Inside, for Direction Trains in The regenerative braking energy generated by time, It is the regenerative braking energy conversion efficiency.

5. The train operation adjustment method according to claim 3, characterized in that: The expression of the running constraint includes: In the formula, is the running time of the upward interval, is the minimum running time of the uplink interval, is the maximum operating time of the uplink interval, is the running time of the downward interval, is the minimum running time of the downlink interval, is the maximum running time of the downlink interval, The total running time of the upstream route is The minimum running time of the entire upstream route. The maximum operating time of the entire upstream route. The total running time of the upstream route is The minimum running time of the entire upstream route. The maximum operating time of the entire upstream route. for Direction The departure time of the train number, for Direction The departure time of the train number, For the opening interval, is the departure time of the first train, The time for starting the operation service. is the departure time of the down train. is the running time of the uplink route, It is the running time of the downlink route.

6. The train operation adjustment method according to claim 1, characterized in that: The initial operation parameters are adjusted to obtain the operation adjustment parameters with the goal of increasing the overlap time of any bidirectional traction train and brake train in the power supply section under the condition of satisfying the operation conditions, including: In case of train delays, the time required for the train to be adjusted is dispersed and adjusted to multiple sections before the terminal station; in case of trains being early or needing to stop and wait, the section operation level is reduced to increase the section operation time, and the intermediate stage operation parameters that meet the operation conditions are obtained; With the goal of increasing the overlapping time of any bidirectional traction train and braking train in the power supply section, the arrival time and departure time of each train in the intermediate stage operation parameters are adjusted to obtain the operation adjustment parameters.

7. A train operation adjustment device, characterized in that: include: A determination unit, used to determine the train to be adjusted and the initial operation parameters of the train to be adjusted when any train deviates from the train schedule, wherein the initial operation parameters include the arrival time and departure time of the train at each station, and the interval operation time of the train in each operation interval; An adjustment unit, configured to adjust the initial operation parameters to obtain operation adjustment parameters with the goal of increasing the overlap time of any bidirectional traction train and brake train in the power supply section under the condition of satisfying the operation conditions; The sending unit is used to send the operation adjustment parameters to an automatic train monitoring system ATS, so that the automatic train monitoring system ATS controls the train to be adjusted to run based on the operation adjustment parameters.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the program, the train operation adjustment method as described in any one of claims 1 to 6 is implemented.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the train operation adjustment method as described in any one of claims 1 to 6 is implemented.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the train operation adjustment method as described in any one of claims 1 to 6 is implemented.

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